Pump



Feb. 27, 1923. 1,6/16211. G. HORVATH.

PUMP. l FILED ocr. 14, 1921. 3 sHE1s-s11EET 1.

Feb. 27, 192s. 4,446,464., G. HORVATH.

PUMP.

FILED OCT. 14. 1921. 3 SHEETS-SHEET 2 Feb. 27, 1923.

G. HORVATH.

PUMP.

FILED 0 3 SHEETS-SHEET 3.

. )Patented Fein. i923.

' GMA HRVATH, @EF HIGHLAND PARK, MCEllEGA'B'.

Application nled detener-.14

. ed certain new and useful improvements in Pumps, oi which the following is a specifi. cation, reference being had therein-tothe lo y.accompanying drawings.

K proportions oi gasoline and air as used vin Considering the method of controlling the the present type of carburetor for the internal combustion enginel of an automobile, Where the amount ot iuel is controlled by the IIlovv of air through the carbureter, various attempts have been made to properly proportion the uel and air to meet the variable demands or the engine,vbecause an engine requires luel in proportion to the load it carries, regardless ot speed. 'lfo secure good accoloration avery rich mixture is required for heavy loads, but after the car attains its momentum the 'amount'or proportion of fuel may be reduced.

lhe above 'condition has been met in present type of carbureter partly by theaddition oi a well, or compensating jet, located between the needle valve and the ordinary jet of the carbureter,'which well fills with gasoline at low .speed but empties into the main supply when sudden demands are made Aupon the engine. lThe jet has, in the short 'time available, approximately doubled the amountof fuel to he atomized, and on along grade the supply is soon exhausted. notherindic-ation of a variable mixture required by the engine is shown by running on a level road with a. properly adjusted mixture and then going down a grade. rlhe lpinppinginthe muler indicates a very rich mixture, so rich that the engine is unable to burn the same mixture that it will handle under load. lin adjusting the existing carburetor to handle the heavy loads it is wasting fuel on the lighter loads. This same condition exists every time the throttle is suddenly closed, which happens frequently. rlhis is not only wasting fuel but'causes an accumulation of carbon deposits, and the existing type oit carbureter for an engine, whose load and speed are fluctuating almost continuously, and the fuel governed by only air entering theengine, is entirely inadequate to meet the demands of the engine.

Considering engine speed, there is a wide i921. Serial lilo. 597,665.

range of loads lfrom coasting down hill, where the car is pushing the engine, to climbing a grade, where the Jfull power is required. lin the present type of carburetor the same quality of gas would be' supplied, whereas a very lean mixture'is required in the case where the car is pushing the engine, and the richer mixture where the engine is carrying the full load. Ordinarily the carburetor is adjusted for a mixture to meet the .heavy load, and it is evident that fuel is then being wasted onlighter loads,.and that the waste is considerable. f

With this rsum oi existing conditions, my invention aims to provide an apparatus by which fuel may he forcibly supp-lied to an engine according to the loadon the-same and in proportion tothe speed of the engine. lit the speed of the engine increases beyond that required Jfor a predetermined load the fuel is automatically cut down to operate on a lean mixture so thatthere can be no waste, and in-order that all operating conditions may be met the apparatus is under manual control, to a certain extent, otherwise the supply of fuel is automatically controlled and regulated by the engine and the duty to be performed thereby. My apparatus in cludes a rotary pump which is driven from the engine or any suitable source of power in proximity thereto, and the pump is characterized by having a rot-ary cylinder block, recip-rocatory pistons, and means including a governor, tor varying the stroke and pump proclivities of the pistons, The lastpmentioned means also includes an adjustable eccentrically disposedipiston abutment which may be adjusted automatically by the governor or manually. ln either instance the greater the eccentricity of the piston abutment, the greater the pump-ing capacity ot the pump. As the piston abutment approaches a concentric position relative to the cylinder block the pumping capacity is de creased, and since the action of the pump is so that the throttle pump may be adjusted llO in synchronism. The intake connection has an air inlet and a spraying nozzle from which fuel may be sprayed to commingle with the air, and with the pumping ap aratus in communication w1th a suita le source of gasoline or other fuel, the apparatus ma be operated and automatically controlle so that there will be a proper admixture of gas and air for the work to be erformed by the engine.I

y pumping ap aratus further includes a priming device or the Ipump; a clutch .mechanism which permits of the priming device being used without turning over the drive-shaft of the ump; lubricatlng means for the driven shag of the pump valvular means insuring a proper distribution of gasoline to the pump cylinders, and indicator actuating means by which an indicator may be operated to show either the quantity of fuel being used, the speed of the pump or engine, miles per gallon, or any other conditions that may be ascertained by virtue of the um ingapparatus.

Mly inigention will be hereinafter described and then claimed, and reference will now be had to the drawings wherein- Figure 1 is a vertical longitudinal sectional view of the pumping apparatus;

Fiv. 2 is a side elevation of the apparatus relatlve to an engine intake manifold;

v Fig. 3 isa detail view of the clutch adapt ed to form part of the pumping apparatus;

Fig. 4'is a vertical cross sectional view taken on the line IV-IV of Fig. 1;

Fig. 5 is a horizontal sectional view taken on the line V--V of Fig. 4;

Fig. 6 is a cross sectional view taken on i the line VI--VI of Fig. 1;

Fig. 7 is a horizontal sectional view of a detached head of the pumping apparatus, and

- Fig. 8 is a side view of the head.

In describing my invention by aid of the viewsabove referred to, l desire to point out that the same are intended as merely illustrative of the apparatus which has been put into practice, and since there are many types of internal combustion engines,'carbu reters and vehicleswith which the pumping apparatus may be associated, I do not care to confine my invention to any details of construction or arrangement of arts, other than defined by the appended c aims.

- The pumping apparatus comprises a casing 1 provided with a partition2 which vdivides the casing into a pump compartment 3, a compartment 4 for the operating mechanism, and a governor compartment 5, said governor compartment being closed by la dome or cover 6, suitably mounted on the casing 1. The pump compartment, 3 has a detachable head 7 and the compartment 4 a detachable head 8, these heads being suitably secured to the casing 1 preferably by which will permit of the casing 1 being at tacled to the side of an engine orJother suppor f The partition 2 and the head 8 have alining bearings 11 andv 12 for a drive shaft 13 which extends through a stuiiing box 15 forming part of the bearing 12 and is provided with a power transmission wheel or member 14 which may be driven by a power transmission member 16 from an engine or some part operated thereby and not shown.

The pump compartment 3 is cylindrical and centrally of the partition 2 and extending into the compartment 4 is a long bearing 17 provided with a stuliing box 18 for a driven pump shaft 19 which extends into the pump chamber 3. The opposite end of the driven pump shaft 19 has a gear wheel body 20 and free to rotate, in one direction, on said body, is a gear Wheel 21 meshing with a gear wheel 22 on the drive shaft 13. Set in theVL periphery of the gear wheel body 20 is a spring pressed pivoted pawl 23 adapted to engage in notches 24 of the gear wheel 21 and establish a driving relation, in one direction, between the gear wheel body 20 and the gear wheel 2l.l The construction of this gear Wheel provides a one-way or overrunning clutch mechanism which permits of the driven pumpshaft 19 being operated, in one direction, independent of the drive shaft 13.

The gear Wheel 21 is retained on the gear wheel body 20 by a face plate 25 set in said gear wheel and retained therein by a threaded portion or end 26 of the pump shaft 19. The face plate 25 has opposed outwardly extending studs 27 adapted to be engaged by lugs 28 on a rotatable priming head 29 which has a stem 30 provided with a wheel or hand piece 31. The stem 30 is journaled in the detachable head 8 and the hand piece 31 has a sleeve portion telescoping a spring housing 32 carried by the head 8, said housing containing a coiled expansion spring 33 which encircles the stem y30. The expansive force of the spring 33 holds the priming head 29 normally against the detachable head 8; but the hand piece 31 may be pushed inwardly and then rotated so that the lugs 28 will engage the pins 27 and permit of the pump shaft 19 being turned over as the hand piece 3l is rotated. Releasing the hand piece 31 permits the expansive force of the spring33 to restore the priming head 29 to normal position, thus `permitting the pump shaft .19 to be driven from the shaft l3 without any interference by the priming' device.

That end of the pump shaft 19 withincable pistons or plungers 37.

Laaaaea communication with l the pump. compartment 3. Mounted on the stem 34 1s a cylindrical cylinder block 35 having a plurality of radially disposed cylinders 36 for recipro- Centrally of the cylinder block 35 is a valve chamber 38 and of the cylinders 36 communicate with said chamber .by ports 39'. The valve chamber 38 affords a conical seat for a normally stationary conical valve 40 having a stem 41 adjustable in the head 7 and co-"axial with the shaft 19, said valve stem being adjustable so that it may be roperly set relative tothe chamber 38. hel valve chamber 38 revolves about' the statlonary valve 40 and holding said chamber or the cylinder block in operative rela-l tion to said valve is a spring 42 which has a central portion constantly bearing against the cylinder block 35 and opposed arms 43 extending between lugs 44, carried by the partition 2. The expansive force of this spring compensates for wear between the cylinder block 35 and the valve 40 and prevents leakage of gasoline or otherv fuel as the cylinder block is revolved about the valve. The valve 40 is substantially hollow and its stem 41 has a longitudinalpassage 4.5 with one end of the passage communicating with' a side opening 46 in the valve 40, and opposite the opening 46 is another opening*"47 communicating with the Ahollow valve. rlhe valve 40 is seated vagainst the inner face of the head'7 and said head has a central chamber 48 through which the stem 41 extends and has its passage 45 in communication therewith. ln addition to the chamber 48 the head 7'has alining enlargements-'49 provided Vwith passages 50 and 51, the former communicating with the chamber 48 and the latter with a hollow valve 40, as best shown in F ig. 7. vEither of the passages. 50 or 51 may lreceive fuel, dependingon the direction of rotation of the cylinder block 35, and assuming that the passage 51 receives gasoline or other fuel from a conduit 52 extending to a tank or other source of fuel, the fuel finds its way into the hollow valve 40 and the opening 47 which is adapted to ports 39 communicating with the cylinders 36 of the pump. The pistons 37 of the pump may draw the fuel into the cylinders 36 of the cylinderblock 35 and since this block revolves on the stationary valve 40 the vports39 will communicate alternately with the openings 46 and 47, consequently charges of fuel in the cylinders 36 may be discharged through the-opening 46 and the passage 45 of the valve 40 into-the chamber .48 Iand through the passage 50 to a pipe or conduit 53 connected to the enlargement 49 having a passage 50.

The conduit 53' may be connected toda needle valve, spray nozzle or fuel outlet deregister withV connection 55. llt

since the air will be forcibly drawn into the manifold it may assist in lifting fuel from' the nozzle 54 for starting purposes. However, the air is adapted to commingle with and atomize the fuel forced from the nozzle 54 and by the rotary pump, and in the upper end of the intake manifold 55 is a conventional form of throttle 57 which may be manually adjusted.

'Reference will again be had to the rotary pump. The outer ends of the pistons 37 are cut away or recessed to provide clearance for an adjustable ring 58 and said ring has an endless channel 59 in which slides segment shaped shoes 60 trunnioned on side pins 61 carried by the outer ends of the pistons 37. When the cylinder block 35 is revolved the shoes 60 slide around the ring 58 and if said ring is disposed eccentrically of the cylinder block 35 the pistons 37 are caused to reciprocate in the cylinders 36 and pump fuel from the tank to the intake connection or manifold 55. 'llhe ring 58 is adjustable relative to the cylinder block and may be raised and lowered in the pump compartment 3.l @n the face of the ring are sets of lugs 62 and 63 engaging guides 64 carried by the partition 2 and these guides prevent rotation of the ring 58 but permit of said ring being raised and lowered inl 'the pump compartment 3.

connected, by nuts 67 or 4other fastening .means to a right angular extension 68 of a pinion carrier 69 slidable in a groove 70 of a housing 71 suitably connected to the partition 2, as best shown in Fig. 5. The housing 71 contains a slidable governor rack 72 which meshes with a rotatable pinion 73 in the carrier 69 and the pinion 73 also meshes with a throttle rack 74 slidable on the housing 71. The throttle lrack 74 has another set of teeth 75 meshing with a pinion 76 mounted on a shaft 77, journaled in a bearing 78 carried by a wall of the governor compartment 5. On the outer end of the shaft 77 is an adjustable crank 79 connected by a rod 80 to the crank 81 of the throttle 57 which is located in the intake manifold is now apparent that the throttle rack 74 may move in synchronism with the throttle 57, and when the throttle is manually adjusted the throttle rack 74, through the medium of the pinion 73, raises or lowers the carrier 69, the pinion 73 traveling on the governor rack 72. The operation may be somewhat the reverse. For instance,'when the governor rack 72 is actuated by agovernor, as will hereinafter be set forth, the pinion 73 may travel on the throttle rack 74 and shift the carrier 69 without moving the throttle rack 74 or the throttle 57 articulated therewith. In either instance movement of the pinion carrier 73 regulates the stroke of the pistons 37 in the cylinders 56, and as pointed out in the beginning the eccentricity of the ring 58 relative to the cylinder block determines the pumping capacity ofthe pump.

lThe angular extension 68 of the pinion carrier 69 has a small rack 82 meshing with a pinion 83 ,on a shaft 84, journaled in a bearing 85 carried by a 'wall of the governor compartment 5. The means of holding the Ybearing 85 in engagement with the wall of the governor Acompartment also serves to hold a bracket 86 in which is journaled an indicator shaft 87 provided with a pinion 88 meshing with a sector gear 89 on the outer end of the shaft 84. The indicato-r shaft 8T is of the flexible type adapted toA extend to an indicator provided with suitable indicia by which adjustment of the pinion carrier 69 may be indicated. The indicator has not been shown, but may be provided with indicia to indicate various conditions in connection with the rotary pump or other parts of the apparatus.

The bottom of the casing l has a bearing 9() in a. plane at one side of the drive shaft 13 and in vertical alinenient with a bearing 91 connecting the long bearing 17 to a side wall of the compartment 4. In the bearings 90 and 91 is vjournaled a governor shaft 92 and mounted on said governor shaft, between the bearings 90 and 91, is a worm 93 meshing with a worm yWheel 94 on the drive shaft 13. The governor shaft 92 extends into the dome or cover 6 and is provided with a' governor adapted to shift the governor rack 72. The governor comprises a head 95 adjustably mounted on the upper end of the shaft 92 and pivotally connected to said head are opposed governor arms 96 pivotally connected by links 97 to a sleeve 98 slidable on a governor shaft 92. A coiled spring 99 encircles the governor shaft 92, between the sleeve 98 and the head 95 and the expansive force of this spring holds the governor arms 96 retracted until centrifugal force causes said arms to shift the sleeve 98 against the action of the spring 99. The sleeve 98 has a spool portion 1()0 into which extends the angular upper end 101 of the governor rack 72, the relation of the spool 10() to the end 101 of the governor rack being such that the governor may freely operate and impart a reciprocable movement to the governor rack.

,onsidering the operation of the pumping apparatus, it has beennoted thstv the governorrand rotary pum are operated from the engine driven shat 13. The governor.

will be driven at the same sl eed as the engine cam shaft and the ratio o gearlng between the pump shaft 19 and the drive shaft 13 'may be such that the rotary pump will be driven either at a reduced or greater speed relative to the engine. As the pumping capacity of the rotary pump depends upon the position of the ring or piston abutment 58, and since said ring is adjustable by the governor, it is obvious that increased speed of the engine may, through the governor, decrease the pumping action of the rotary pump, so

that fuel will not be as forcibly supplied to the nozzle 54 to take care of any load placed on the engine. The ring or piston abutment 58 may be set or the governor adjusted so that the pump will at all times be operated to supply sufficient fuel for idling of the engine, and as the throttle 57 is opened there will be a richer mixture because of a greater portion of fuel than air; until the speed of the engine picks up to such an extent as to cause the governor to regulate the-action of thepunip for a less delivery of fuel, at which time the mixture becomes leaner for the load or less duty to be taken care of by the engine.

Considering various conditions under which my pump may operate, I will assume, as the first instance, an automobile descending a grade, in which case the automobile -pushes the engine. The governor will automatically cut off the fuel, without any adjustment of the throttle. race,y but there will be vno fuel and consequently a saving. Should the usual practice of closing the throttle be followed out, when descending a long grade, such manual closing of the throttle will reduce the action of the pump, independent of the-governor, as in no instance does the governor shift the throttle. When the bottom of the'I grade is reached and it becomes neces-sary for the engine to pull the car, the throttle is manually opened and such action adjusts the pump to supply the necessary fuel so'that the engine i may pick up the car. Of course the governor is then brought into action and will regulate the pump according to the speed desired. -f

As another instance of the office of the pump, consider traveling on a smooth street at a normal speed arid'then encountering a The engine may dirt or gravel road. It is obvious that such road will tendto slow down the engine, due to the loador braking action of the wheels,

so it is necessary that more fuel be supplied if the vautomobile is to continue at the same speed on the dirt road as on the smooth lowered Vand the ecc'entricity of the pistons une increased, so that there is an increased pumping action that supplies the necessary fuel. The reverse is in order when the au Vtomobile again reaches a smooth street, as

v embodied in the crank case of an engine so that the pump will occupy a comparatively small space on an engine. lt is .apparent that the usual vacuum fuel feed system of an automobile may be eliminated together with complicated and expensive carbureters now used. My lconstruction only necessitates an air intake connection, a jet and a throttle, and since the fuel is forcibly supplied to an engine in accordance to the duties to be performed thereby, with the engine properly proportioning the admixture of fuel and air, it is obvious that the fuel after leaving the pump may be heated or otherwise treated and placed in a better` explosive condition, without in the least detarding or interfering with the supply of fuel delivered and regulated by the engine.,4

Furthermore, it is obvious that the pump and its governor can be used in various'po' sitions, for instance, horizontal, and that the greater part of the mechanism may operate in a lubricant without any danger kof such lubricant finding its way into the fuel supply system. ln using the terms gasl gasoline or kerosene,? it is to be understood that my invention includes the use of any fuel.

1. A ply fuel to an internal combustion engine, comprising a rotary engine driven pump having variable stroke pistons, means controlled by the speed of the engine adapted to regulate the stroke of. the pump piston, and a primin device for said pump coaxially thereo 5.

l2. A pumping apparatus adapted to supply fuel to an internal combustion engine, comprising a pump shaft adapted to be driven by the engine, a pump driven by said shaft and having variable stroke pistons, a governor adjusted piston abutment adapted to regulate the stroke ofthe pump pistons, and an over-running clutch mechanism carried by said pump shaft and adapted to.

prevent a. reverse operation of said pump.

3. A pumping apparatus adapted to supply fuel to an internal combustion engine, comprising a pump shaft adapted 'to be driven by the engine, a pump driven by said shaft and having variable stroke pistons, a governor adjusted pistonl abutment adapted pumping apparatus adapted to Sup-` to regulate the stroke of the pump pistons, and stationary means coaxial of said pump shaft adapted to'supply fuel to said pump.

a. The combination of, an engine driven governor shaft, anengine drivin pump shaft, and a rotary pump operated by said pump shaft and adapted to have its pumping capacity regulated by said governor shaft independent of said pump shaft, said rotary pump including radially disposed pistons and an adjustable eccentricity of the abutment relative to the pistons determining the pump capacity of the pump.

5. The combinationof an engine driven governor shaft, an engine driven pump shaft, a rotary pump of the reciprocatory piston type operatedl by said pump shaft and adapted to have its pumping capacity regulated by said governor shaft independent of said pump shaft, and means interposed between the governor shaft adapted to guide the outer ends of thfe pump pistons so that said pistons will have a defined stroke.

6. A fuel pump comprising arotary cylinder block, pistons reciprocable in said cylinder block, stationary means axially vof said cylinder block adapted to supply fuel to said pump, an adjustable piston abutment about vsaid cylinder block adapted to regulate the and the pumpstroke of the pump pistons ing capacity of the pump, and an engine driven governor .adapted to adjust said abutment so that the fuel supplied by said pump will be the governor.

7. ln a fuel feed supply for an internal combustion engine wherein fuel issupplied to meet the various speeds and loads of the engine, and wherein a. nozzle iS adapted to spray the fuel so that it may commingle with air and provide an explosive mixture for the engine, means for supplying the fuel for the nozzle 'and such mixture, said means comprising a rotary fuel pump, a governor operated by the engine and adapted to regulate the pumping capacity of the pump, and an indicator operated from said governor.

8. A fuel feed supply asin claim l', wherein said pump includes a cylinder block, pistonsin said cylinder block, and an abutment about said cylinder block adapted to be shifted by the governor to regulate the strokes of the pump pistons.

9. lin a vfuel feedsupply for lan internal combustion engine wherein fuel is supplied and said pump in proportion to the speed of air and provide an explosive mixture for the engine, means for supplying the fue-l for the nozzle and such mixture, said means comp-rising a rotary fuel pump, having reciprocable. pistons, an adjustable abutment combustion engine, a pump adapted to for.

' cibly supply fuel to the engine, means adapted to regulatel the pumping capacity of the ump, a governor driven by the engine adapted to adjust said regulating' means, and

a throttle adapted to adjust said regulating means. 12. A fuel feed supply asin claim 11, wherein 4the throttle is adapted for adjusting the regulating means independent of the -governor.

13. A fuel feed supply as in claim 11, wherein the pump is .of the variable piston stroke type and said regulating means includes an abutment to regulate the piston stroke.

14:. In a fuel feed supply for an intern-al combustion engine, a pump adapted to forcibly supply fuel to the engine, means' adapted `to regulate the pumping capacity of the pump, and a throttle'adapted to adjust said regulating means. j

15. In a fuel feed supply for an internal combustion engine, a source of fuel, means for forcibly supplying the fuel to the engine, and a throttle adapted to regulate-the supply of fuel according to the requirement of the engine.

16. In a fuel feed supply for an engine, xa source of fuel, means for forcibly supplying the fuel to the engine, a governor driven from the engine and adapted to regulafter said fuel supplying means, and a throttle adapted to regulate said fuel supplying means independent of said governor.

17. A fuel feed supply as in claim 16, and indicator operating means actuated from said regulating means.

In testimonv whereof I affix my signature in presence of two Witnesses.

GEZA HORVATHL Witnesses:

A. M. DoRR, G. E. MGGRANN. 

